Internal-combustion engine



J. W. HUDSON. INTERNAL COMBUSTION ENGINE.

APPLICATIQN FILED SEPT. 31 1919. I 1 ,400,4=85 Patented Dec. 13, ,1921.

2 SHEETS-SHEET I.

ATTORNEY.

J. w. HUDSON. A INTERNAL comsusnom ENGINE.

APPLICATION FILED SEPT. 3, 1919. 1, 00,485 Patented Dec. 13, 1921.

2 SHEETS-SHEET 2.

INVENTOR. BY Jahn Wfiadsow ATTORNEY.

PATENT OFFIQE,

JOHN W. HUDSON, 0F BROOKLYN, NEW YORK.

INTERNAL-COMBUSTION ENGINE.

Specification of Letters Patent.

Patented Dec. 13, 1921,

application filed September 3, 1919. Serial No. 321,380.

To aZZ whom it may concern:

Be it known that 1, JOHN W. HUDsoN, a citizen of the United States, residing at Brooklyn, in the county of Kings and State of New York, have invented new and useful Improvements in Internal-Combustion I lngines, of which the following is a speclfication.

This invention relates to internal combustion engines generally. 7

An object of the invention is to provide an improved method of vaporizing the fuel and for delivering the same to the cylinders so that the engine will develop maximum power with a minimum of fuel. Manifestly no power is obtained from fuel which is not burned. The gasolene must be completely vaporized and properly mixed to create full efficiency and prevent carbon deposits, the latter caused usually by poorly burned fuel or an over supply thereof. It is fully recognized that complete vaporization is attained and maintained by spraying the fuel "and breaking it up so that a large surface is 6X- posed to the air and by heating either the air or fuel before delivering it to the cylinders. To my knowledge, no means have been employed for sufliciently heating the fuel and for simultaneously disintegrating it so that when it enters the cylinders it will be fully vaporized and retained in this state against possible condensation until an actual explosion thereof is required. Ordinarily,

a carbureter becomes cold due to vaporization of the vapor and it obviously follows that instead of the cylinders being supplied with properly vaporized fuel, the fuel enters the cylinders in drops or 111 a condensed state. This occurs also through the cooling of the intake manifold or by other causes and what for one or the other, it is extremely diiiicult to obtain such working results which give to the engine its full measure of effithen delivered to a final vaporizing treatment where it is rendered dry and vaporized before admitted to the cylinder.

It is further appreciated that the vaporizmg of fuel is only partly essential to a proper working of an internal combustion engine and that air in properly measured quantities must be provided before the fuel is suitable for delivery to the cylinders. If more than the proper amount of air; is mixed with the fuel, the mixture will be too lean and many troubles will follow'such as back fire through the carbureter and missing of the engine, If too small a quantity of air is admitted, the mixture is too rich and will not burn completely which results in carbonized cylinders, over heatingthereof and a general loss in efficiency.

It is therefore a further object of the invention to provide a form of carbureter which will be accurate in its operation after its initial adjustment to admit properly measured quantities of air in proportion to the heated condition of the fuel and the measure thereof, giving a correct measure of air and fuel, weight for weight at all times regardless of the speed which theengine attains. In this connection, I wish also to emphasize the design and construction of an engine in which the above stated instrumentalities will be incorporated so that when the engine is used in connection with aeroplanes, the carbureter may be accurately ad-' justed through a correcting shutter so as to regulate the admission of air as the altitude of the aeroplane changes, it being understood that the higher thealtitude, the

greater the amount of air necessary to the creation of a combustible mixture.

Another object of the invention lies in the provision of an engine whereby fuel and air may be initially taken in while in a cold state and then heated and then atomized and finally delivered to the cylinders in a thorin drops; providing a form of carlnireter which will act to initially break up the fuel before it is delivered to the crank case, and further the provision of a structure which will include a chamber having a filling of 7 suitable material against which the admitted mixture will impinge and flow and through the action of suction whereby when it reaches the cylinder it will bein a perfect vaporized condition. 7

The invention consists of the parts as here inafter more fully described and claimed, having reference to the accompanying drawings, in which Figure 1 is a section through the engine with parts in full lines. I 1

Fig. 2 is a vertical section through the carbureter, and

Fig. 3 is a bottom plan view of the carbureter.

In carryin the invention into practice, I- have shown a motor or power plant in which cylinders radiate from a fixed crank case. Following the design shown herein radial cylinders are employed but I of course do not wish to limit myself to this precise arrangement nor do I wish to limit myself to the provision of a fixed crank case inas much as it may be desired in some instances to mount the same and the cylinders to revolve. g

o The power plant comprises a casing 5-with which radial cylinders 6 are incorporated. In the cylinders are reciprocating pistons 7, whose rods 8 are connected in any suitable well known manner with the pins 9 of a crank shaft 10. The crank shaft extends through V the. crank case 11 and it is separated therefrom by suitable anti-friction bearings 12 which may also be of any suitable well known design and construction. Each cylinder is provided in its outer head with inlet and exhaust valves 13 and le -respectively whose controlling mechanism 15 is actuated by power transmitting rods 16 which, in turn, are controlled by cams 17 and 18 mounted upon the crank case as clearly illustrated in Fig. 1. This construction may also be of any suitable well known and approved design and any de parture may be made therein which may be most suitable for a proper functioning of my lIlVGIltlOIl,

Leading into the casing 5 at one side of the engine is an intake pipe 19 whose end 20 is equipped with a carbureter 21, said end 20 being flanged at 22 and having connected. therewith suitable brackets 23 in which pipe likesections 24 and 25 are mounted and arranged so thatvone of said sections constltutes the intake for fuel. The'inner ends,

of the. pipe like sectionsare integral with a cruci-form connector 26, the branch 27 of which constitutes a stand pipe, the latter entering the end 20 of the pipe 19 and atone end it is provided with an internal valve seat 29 with which a flared valve 30 co-acts so as to regulate the introduction of fuel to the intake pipel9. The walls of the valve 30 are curved outward and then angularly at 31 to constitute a batlie or annular apron for a purpose to be hereinafter explained. The outwardly extending portion end 20 of the pipe 19, the said flange 34: hav

ing' radially spaced arms35' so that radial air spaces 36 are formed therebetween which communicate with the space between the walls of the pipe. 19 and the outer walls of the choke or Venturi tube 33. This construction is provided so that air entering the pipe l 9between the inner walls thereof and the outer walls of the choke or Venturi tube 33 will cause suction to be induced at the point 36 around the. valve 30, causing the air and fuel to. thoroughly intermingle and'to be disturbed to insure the formation of a good mixture before the fuel enters the crank case. r The induced suction as de scribed above is produced by actionof the pistons 7.

Movably mounted under the flange 34: is anair valve or shutter 37 which is connected with a controlling stem 38 of the valve 30 by an actuating device 39 whereby when the valve stem is adjusted the valve or shutter 37 will be 'also moved so as to uncover the end 20 of the pipe 19 and permit properly proportioned quantities of air and fuel to enter the pipe'19 for subsequent delivery to the crank case.

The engine is designed primarily for use in connection with airoplanes or flyingmachines and in order to permit the engine to operatively adapt itself to high and low altitudes, I provide in addition to the valve or shutter 87, a similar co-acting valve or shutter 10, the same arranged under the plate 34 where it will respectively cover and uncover part of the intake 20 of the pipe 19. The last named valve or shutter is adapted to be manually controlled and it is provided with an operating device 11 for such purpose. Under ordinary atmospheric conditions, the first mentioned valve plate.

mixture at lar er volume of air and thereby insure a perfect working of the engine. When the said air valves are opened it will be appreciated that in addition to the air entering the space between the inner walls of the pi 3e 19, and the outer walls of the choke or enturi tube 33 it will first enter the space surrounding the fuel stand pipe 27 where it will be drawn toward the apron 31 to cause the fuel to be atomized by its passage through the perforations 32.

From the foregoing it will be seen that fuel and air are taken at a low temperature and conveyed to thecrank case of the engine where its temperature will be raised by the heat from the engine. In order to efiect a perfect vaporization of the fuel I provide the engine casing 5 with a rectifying chamber 42 which opens to the crank case at the opposite side of the engine by way of passages e3. A disintegrator. i4, is mounted to entirely fill said chamber, the same consisting preferably of closely nested aluminum.

wire coils 45 which are arranged to be heated by conduction and radiation so that when suction is induced in the chamber the fuel and air will be drawn from the crank case and made to impinge against the surface of the coils 45 to be broken up and further atomized and fully vaporized. While 1 have described that the disintegrator is construct ed of aluminum wire coils, I do not wish to be limited in this respect as any suitable well-known structure may be substituted therefor, such as wire gauze or the like. The intake manifold 46 whichleads to the intake valves of therespective cylinders of the engine is also'connected by a lead 217 so that when the said valves are opened in the ordinary working of the engine,'suction will be induced in the chamber 42 and the combustible products in a properly atomized and heated condition delivered directly to the cylinders.

In view of the particular design of engine which I propose to use in connection with flying machines, it will be observed that the construction of the carbureter is such that regardless of the angle or position assumed by the machine while in flight, the flow of fuel (per requisite measure) through the valve will remain consistently the same. The possibility of undue flooding of the carbureter asexperienced with the float type of carbureter is entirely eliminated. It will be seen that the stand pipe 27 may be supplied with any desired quantity of fuel by means of the needle valve 25 and it is preferred that the latter be controlled so that said pipe is not full of fuel at all times. The niceties of construction also prevent improper feeding of fuel to the engine in cold weather, it being understood that should the atomizing openings become clogged or should the vapor around or in the openings freeze,

the fuel will still find adequate escape by way of the space between the valve seat and the flared face of the valve. 7

The adjusting device 39 for the shutter 37 preferably consists of threaded sections 39 and 39 adjustably connected together by a nut 39 whereby the several parts when taken together constitute a turn buckle which will permit of adjustments of the shutter to varying degrees according to the admission of air desired. The said threaded sections 39 and 39 are retainedin their adjusted posi tions through'the provision of jam nuts 39 on said sections, the same adapted to be ad vanced against the ends of the mentioned nut 39. 7 I v a The connection 25 carries a needle valve 25* which may be manually actuated to control the flow of fuel to the valve 30, and from the relative positions of these valves, it will be appreciated that suction induced at the valve 30 willdraw the fuel from the valve 25 in spray form so as tofurgther increase the efliciency of the carbureter.

The rectifying chamber 41-2 is designed and proportioned so that when fluid is introduced thereto through a pet cock 42, a reservoir is formed from which gas can be immediately drawn and the engine started.

From the construction of the carbureter, it is observed that fuel is taken intov the crankcase in a semi-liquid form and pre liminarily heated by contact with heat in the crank case. The chilled condition of the fuel as it enters the crank case serves to cool the heads of the pistons which adds materially to the general efliciency of the motor, while permitting the fuel to. be preheated before it reaches the rectifying chamber 42.

hat is claimed as new is 1. The combination with an internal combustion engine, including a crank case and crank shaft, the former having radial cylinders provided with reciprocating pistons, operatively connected with the crank shaft, a. rectifying chamber embracing the crank shaft, means for delivering fuel to the chamber, means in the chamber for rectifying the fuel by impingement of thefuel against said means to disintegrate the fuel, and means between the cylinders and the chamber for conducting the fuel to the intake valves of the cylinders.

2., The combination with an internal combustion engine including a crank case and crank shaft, the former having radial cylinders provided with reciprocating pistons, operatively connected with the crank shaft, a rectifying chamber embracing the crank shaft, means for delivering fuel to the cham ber, means in the chamber for rectifying the fuel by impingement of the fuel with said means so as to disintegrate the fuel, and means between the cylinders andthe chamher for conducting the rectifying fuel to the intake valves of the cylinders, said crank case supporting the cylinders, and arranged in direct communication with the chamber.

3. The combination with an internal com- Vbustion engine including. a crank shaft, a

cylinder having a reciprocating piston working therein and connected with the crank shaft, inlet and exhaust valves carried by the cylinder, of a rectifying chamber,-means for feedingfuel to the chamber, and a'disintegrating member mounted in the chamber 7 and including closely nested windings against which the fuel is adapted to impinge during the rectifying process,the chamber having operative connection with the inlet valve of the cylinder and opening to the crank case directly at one side thereof.-

4. In an internal combustion engine, the

combination of a crankcase, cylinders radiating therefrom, pistons working in said cylinders, intake and exhaust valves respectively for the cylinders, a rectifying chamher opening to the crank case at one side of the engine, acarbureter opening to the crank case at the opposite side of the engine, said carbureter including a valve'for the admis- 1 sion of fuel, a valve for the admission of air, a controlling device for the fuel and 7 by saidair valve, and means for air valves, a correcting valve co-acting with the air valve to regulate the admission of air above the normaladmission as caused regulatlng said correcting valve. 7 V r 5. The combination wlth an internal combustion engine including a crank case, an

intake manifold, and a rectifying chamber leading to the manifold, of a carbureter opening to the crank case and including a pipe for the admission of, air and fuel at a low temperatureto the crankcase, a Venturi tube extending into the pipe, a valve co-acting with the tube, a fuel supplying connection leading to the tube,'an air valve working over one end of the pipe, and means for operating both valvessimultaneously.

6. The combination with an internal combustion engine including a crank case, an

intake manifold, and an atomizer leading to the manifold, of a 'carbureter opening to the crank case and including a pipe for the admission of'air and fuel at a low tempera-- ture to the crankcase, a Venturitube extending into the pipe, a valve co-acting with the tube, a fuel supplying connection leading' to the tube, an air valve working over one end of the pipe, means for operating -both valves simultaneously, a correcting valve co-acting with the air valve forenlarging the admission of air to said pipe, and means for controlling the correcting valve.

7 The combination with an internal combustion engine including a'crank case, of a carbureter opening to the crankcase at one side of the engine, a pipe leading to the crank case from the opposite side of. the engine, independently movable valves operating over one end of the pipe, devices for moving said valves, a tube opening into the plpe and passlng betweenthe valves, a valve for said tube, the moving device of one of the first valves serving to control adjustments of the last named valve,-a fuel connection leading to the tube, and a shell embracing the tube and spaced therefrom, said shell rising above the valve end of the tube and having its opposite end exposed to the independently movable valves so that fuel will be discharged from the tube in an atomized state by induced suction within the area of the shell and sprayed laterally' pipe constituting part of the carbureter and leading to the crank case at the'opposite side from the atomizer, a valve for the fuel stand pipe, a, valve operating over the carbureter pipe which leadsto the crank case, means for successively uncovering the Venturi tube and the space between it and the carbureter pipe which leads to the crank case, and a fuel supply connection leading to'the fuel stand plpe.

surrounding the vfuel stand pipe, an intake l 9. The combination with aninternal com-f bustion engine, of a carbureter connected with the crank case thereof, a rectifying chamber connected with the crank case and opening thereto, a fuel delivery connection between said chamber and the cylinders of the engine so that under the' action of induced suction, fuel will be drawn from the carbureter; through the crank case, thence to the rectifying chamber, and'from the latter to the cylinders of the engine, andjaf coil located in said chamber, the fuel on entering thechamber serving to come in direct contact with the outer surfaces of the windings of said coil so as to disintegrate the fuel before passage thereof to the delivery source. r i

In testimony whereof I have aflixedmy' signature.

JOHN HUDSON. 

